Vehicle control system

Abstract

To provide a technique that enables a driver to operate a vehicle with improved comfort.SOLUTION: A vehicle control system controls the vehicle by using a sensor mounted on the vehicle to measure the driver's physical fatigue level. When an operating condition is met, including the physical fatigue level exceeding a first threshold, the vehicle control system activates a massage machine installed on a driver's seat of the vehicle.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a technique for controlling a vehicle.

Background Art

[0002] Patent Document 1 discloses an electric vehicle capable of pseudo-reproducing a manual shifting operation of a manual transmission vehicle (MT vehicle).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The physical fatigue of a vehicle driver is not preferable from the viewpoint of proper driving. A technique that enables a driver to drive a vehicle more comfortably is desired.

Means for Solving the Problems

[0005] A first aspect relates to a vehicle control system for controlling a vehicle. The vehicle control system includes one or more processors. The one or more processors acquire the physical fatigue level of the driver of the vehicle using sensors mounted on the vehicle. When an operating condition including at least that the physical fatigue level exceeds a first threshold is satisfied, the one or more processors operate massage equipment installed in the driver's seat of the vehicle.

[0006] A second aspect relates to a vehicle control system for controlling an electric vehicle that uses an electric motor as a driving power device. The electric vehicle includes a pseudo clutch pedal and a pseudo shift device. The pseudo clutch pedal is operated when the pseudo shift device is operated. The driving modes of the electric vehicle are a three-pedal mode in which the output of the electric motor in response to the operation of the accelerator pedal is changed according to the operation of a pseudo clutch pedal and the operation of a pseudo shift device, and a two-pedal mode that does not require the operation of a pseudo clutch pedal and includes. The vehicle control system includes one or more processors. The one or more processors obtain the physical fatigue degree of the driver of the electric vehicle by using sensors mounted on the electric vehicle. When a mode switching condition including at least that the physical fatigue degree exceeds a threshold value is satisfied during the three-pedal mode, the one or more processors switch the driving mode from the three-pedal mode to the two-pedal mode.

Advantages of the Invention

[0007] According to the first aspect, when an operating condition including at least that the physical fatigue degree of the driver exceeds a threshold value is satisfied, the massage device installed in the driver's seat operates. Thereby, the physical fatigue of the driver is alleviated. As a result, the driver can drive the vehicle more comfortably.

[0008] According to the second aspect, the electric vehicle is provided with a pseudo clutch pedal and a pseudo shift device, and its driving mode includes a three-pedal mode that pseudo-reproduces the manual shifting operation of a manual transmission vehicle. When a mode switching condition including at least that the physical fatigue degree of the driver exceeds a threshold value is satisfied during the three-pedal mode, the driving mode of the electric vehicle switches from the three-pedal mode that requires the operation of the pseudo clutch pedal to the two-pedal mode that does not require the operation of the pseudo clutch pedal. Thereby, since the driver is released from the operation of the pseudo clutch pedal, the physical fatigue of the driver is alleviated. As a result, the driver can drive the vehicle more comfortably.

Brief Description of the Drawings

[0009]

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Embodiments for Carrying Out the Invention

[0010] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0011] 1. First Embodiment 1-1. Outline FIG. 1 is a conceptual diagram showing a vehicle 10 and a vehicle control system 100 according to the present embodiment. The vehicle 10 may be an engine vehicle that uses an internal combustion engine as a driving power device, or may be an electric vehicle that uses an electric motor as a driving power device. The vehicle 10 may be a manual transmission vehicle (MT vehicle).

[0012] The vehicle control system 100 controls the vehicle 10. The entire vehicle control system 100 may be mounted on the vehicle 10. As another example, at least a part of the vehicle control system 100 may be included in a management server that can communicate with the vehicle 10. That is, the vehicle control system 100 may remotely control the vehicle 10. The vehicle control system 100 may be distributed between the vehicle 10 and the management server.

[0013] Generally speaking, the vehicle control system 100 includes one or more processors 101 (hereinafter simply referred to as the processor 101) and one or more storage devices 102 (hereinafter simply referred to as the storage device 102). The processor 101 executes various processes. Examples of the processor 101 include a general-purpose processor, an application-specific processor, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), an integrated circuit, a conventional circuit, and / or a combination thereof. The processor 101 can also be referred to as circuitry or processing circuitry. The circuitry is hardware programmed to implement the described functions or hardware that executes the functions. The storage device 102 stores (stores) various information. Examples of the storage device 102 include a volatile memory, a non-volatile memory, an HDD (Hard Disk Drive), an SSD (Solid State Drive), etc. The functions of the vehicle control system 100 are realized by the cooperation of the processor 101 and the storage device 102.

[0014] One or more vehicle control programs 105 (hereinafter simply referred to as the vehicle control program 105) are computer programs executed by the processor 101. The functions of the vehicle control system 100 may be realized by the cooperation of the processor 101 that executes the vehicle control program 105 and the storage device 102. The vehicle control program 105 is stored in the storage device 102. Alternatively, the vehicle control program 105 may be recorded on a computer-readable recording medium.

[0015] The driver of the vehicle 10 may feel physical fatigue. For example, when the vehicle 10 is driven for a long time, the driver's shoulders and waist may become stiff. As another example, when the vehicle 10 is a MT vehicle, the operation of the clutch pedal may fatigue the driver's left foot. Such physical fatigue of the driver is not preferable from the viewpoint of proper driving. A technology that allows the driver to drive the vehicle 10 more comfortably is desired.

[0016] Therefore, according to the present embodiment, a sensor 70 for detecting the driver's physical fatigue is mounted on the vehicle 10. Further, a massage device 80 for alleviating the driver's physical fatigue is mounted on the vehicle 10. In particular, the massage device 80 is installed in the driver's seat DS on which the driver sits.

[0017] The vehicle control system 100 (processor 101) acquires the physical fatigue degree P of the driver using the sensor 70 mounted on the vehicle 10. The physical fatigue degree P quantitatively represents the degree of the driver's physical fatigue. The operating conditions for operating the massage device 80 include at least that the physical fatigue degree P of the driver exceeds a first threshold value Pth1. The vehicle control system 100 (processor 101) determines whether or not the operating conditions are satisfied based on at least the physical fatigue degree P. When the operating conditions are satisfied, the vehicle control system 100 (processor 101) operates the massage device 80 installed in the driver's seat DS of the vehicle 10. As a result, the driver's physical fatigue is alleviated. As a result, the driver can drive the vehicle 10 more comfortably.

[0018] The vehicle 10 may be an electric vehicle that uses an electric motor as a driving power device. Since the vibration in the interior of an electric vehicle is originally small, the vibration of the massage device 80 works more effectively on the driver.

[0019] 1-2. Examples of the sensor and the massage device Figure 2 is a diagram showing an example of the sensor 70 and the massage device 80. The sensor 70 includes one or more muscle hardness meters 71 that detect the muscle hardness of the driver. Typically, the muscle hardness meter 71 is installed on the back seat of the driver's seat DS. In the example shown in Figure 2, the muscle hardness meters 71 are installed at positions corresponding to the driver's shoulders and waist respectively. The massage device 80 includes a back massage device 81 embedded in the back seat of the driver's seat DS. For example, the back massage device 81 is a roller. In the example shown in Figure 2, the back massage devices 81 are embedded at positions corresponding to the driver's shoulders and waist respectively.

[0020] The vehicle control system 100 obtains the physical fatigue degree P based on the muscle hardness of the driver detected by the muscle hardness meter 71. In this case, the higher the muscle hardness detected by the muscle hardness meter 71, the higher the physical fatigue degree P. The muscle hardness detected by the muscle hardness meter 71 may be directly used as the physical fatigue degree P. The physical fatigue degrees P of the shoulders and waist may be obtained separately using the muscle hardness meters 71 at positions corresponding to the driver's shoulders and waist respectively.

[0021] When an operating condition is established that at least includes the physical fatigue degree P exceeding the first threshold value Pth1, the vehicle control system 100 activates the back massage device 81. When the physical fatigue degrees P of the shoulders and waist are calculated separately, the vehicle control system 100 may independently activate the back massage device 81 at the position corresponding to the shoulders and the back massage device 81 at the position corresponding to the waist. By activating the back massage device 81, the stiffness of the driver's shoulders and waist is relieved. As a result, the driver can drive the vehicle 10 more comfortably.

[0022] 1-3. Example of functional configuration and processing example FIG. 3 is a block diagram showing a functional configuration example of a vehicle control system 100 according to the first embodiment. The vehicle control system 100 includes, as functional blocks, a fatigue degree acquisition unit 110, an operation condition determination unit 120, a massage device control unit 130, and an end condition determination unit 140. These functional blocks may be realized by the cooperation of a processor 101 that executes a vehicle control program 105 and a storage device 102. Some of the functional blocks may be included in a management server that can communicate with the vehicle 10.

[0023] FIG. 4 is a flowchart showing an example of processing by the vehicle control system 100 according to the first embodiment. Hereinafter, an example of processing by the vehicle control system 100 will be described with reference to FIGS. 3 and 4.

[0024] In step S110, the fatigue degree acquisition unit 110 acquires sensor detection information indicating the detection result by a sensor 70 mounted on the vehicle 10. When the fatigue degree acquisition unit 110 is included in the management server, the fatigue degree acquisition unit 110 communicates with the vehicle 10 to acquire the sensor detection information. The fatigue degree acquisition unit 110 acquires the physical fatigue degree P of the driver based on the sensor detection information.

[0025] For example, the fatigue degree acquisition unit 110 includes a muscle hardness acquisition unit 111. The muscle hardness acquisition unit 111 acquires the muscle hardness of the driver detected by a muscle hardness meter 71 (see FIG. 2) installed in the driver's seat DS. The muscle hardness of the driver corresponds to the sensor detection information. Then, the fatigue degree acquisition unit 110 acquires the physical fatigue degree P based on the muscle hardness of the driver. In this case, the higher the muscle hardness of the driver, the higher the physical fatigue degree P. The muscle hardness of the driver may be directly used as the physical fatigue degree P.

[0026] In step S120, the operation condition determination unit 120 determines whether or not a predetermined operation condition is satisfied. If the predetermined operation condition is not satisfied (step S120; No), the processing in this cycle ends. On the other hand, if the predetermined operation condition is satisfied (step S120; Yes), the processing proceeds to step S130.

[0027] In the examples shown in FIGS. 3 and 4, the predetermined operating conditions include a first condition and a second condition. The first condition is that the physical fatigue level P exceeds a first threshold value Pth1. The second condition is that the driver has approved the operation of the massage device 80. In order to determine whether each of the first condition and the second condition is satisfied, the operating condition determination unit 120 includes a fatigue level determination unit 121 and a driver intention confirmation unit 122. At least one of the fatigue level determination unit 121 and the driver intention confirmation unit 122 may be included in a management server that can communicate with the vehicle 10.

[0028] In step S121, the fatigue level determination unit 121 determines whether the physical fatigue level P exceeds the first threshold value Pth1, that is, whether the first condition is satisfied. If the first condition is not satisfied (step S121; No), the operating condition is not satisfied. On the other hand, if the first condition is satisfied (step S121; Yes), the process proceeds to step S122.

[0029] In step S122, the driver intention confirmation unit 122 determines whether the driver has approved the operation of the massage device 80, that is, whether the second condition is satisfied. More specifically, the vehicle 10 is equipped with an HMI (Human-Machine Interface) 90 (see FIG. 1). The HMI 90 includes an output device and an input device. Examples of the output device include a touch panel, a display, a speaker, etc. Examples of the input device include a touch panel, buttons, etc. The driver intention confirmation unit 122 inquires of the driver through the output device of the HMI 90 whether the massage device 80 may be operated. The inquiry message may be displayed on the display, notified from the speaker, or both. In response to the inquiry message, the driver inputs "approval" or "rejection" using the input device of the HMI 90. The driver intention confirmation unit 122 can determine whether the second condition is satisfied based on the input from the driver. If the second condition is not satisfied (step S122; No), the operating condition is not satisfied. On the other hand, if the second condition is satisfied (step S122; Yes), and the operating condition is satisfied (step S120; Yes), the process proceeds to step S130.

[0030] In step S130, the massage device control unit 130 operates the massage device 80 installed in the driver's seat DS of the vehicle 10. When starting the operation of the massage device 80, the massage device control unit 130 may notify the driver of the start of the massage through the output device of the HMI 90. During the operation of the massage device 80, the massage device control unit 130 may output sound from the speaker of the HMI 90 so that the driver does not fall asleep.

[0031] In step S140, the end condition determination unit 140 determines whether the end condition is satisfied. For example, the end condition is that the physical fatigue level P of the driver becomes equal to or less than the first threshold value Pth1. As another example, the end condition may be that a certain period of time has elapsed since the start of operation of the massage device 80. As still another example, the end condition may be that the driver instructs the stop of the massage device 80 through the HMI 90. If the end condition is not satisfied (step S140; No), the process returns to step S130 and the operation of the massage device 80 continues. On the other hand, if the end condition is satisfied (step S140; Yes), the process proceeds to step S145.

[0032] In step S145, the massage device control unit 130 terminates the operation of the massage device 80.

[0033] 1-4. Modification Example FIG. 5 is a block diagram showing a functional configuration example of the vehicle control system 100 according to the modification example. FIG. 6 is a flowchart showing a processing example by the vehicle control system 100 according to the modification example. Descriptions overlapping with the examples shown in FIGS. 3 and 4 described above are omitted as appropriate.

[0034] In this modification example, the predetermined operating conditions further include a third condition in addition to the above-described first condition and second condition. The third condition is that the speed of the vehicle 10 is less than a predetermined speed Vth. The operating condition determination unit 120 includes a vehicle speed determination unit 123 in addition to the above-described fatigue degree determination unit 121 and driver intention confirmation unit 122. Step S120 includes step S123 in addition to the above-described steps S121 and S122. In step S123, the vehicle speed determination unit 123 acquires information on the speed of the vehicle 10. The speed of the vehicle 10 is calculated based on, for example, the wheel speed detected by a wheel speed sensor mounted on the vehicle 10. Then, the vehicle speed determination unit 123 determines whether the speed of the vehicle 10 is less than the predetermined speed Vth, that is, whether the third condition is satisfied. If the third condition is not satisfied (step S123; No), the operating conditions are not satisfied. On the other hand, if the third condition is satisfied (step S123; Yes), the process proceeds to step S122.

[0035] In this modification example, the end condition may be that the speed of the vehicle 10 becomes equal to or higher than the predetermined speed Vth.

[0036] According to this modification example, the predetermined operating conditions include that the speed of the vehicle 10 is less than the predetermined speed Vth. When the speed of the vehicle 10 is equal to or higher than the predetermined speed Vth, the operation of the massage device 80 does not start, so the driver can concentrate on the driving operation. On the other hand, it becomes possible to use the massage during traffic jams.

[0037] As another modification example, the predetermined operating conditions may not include the second condition. In that case, step S122 is omitted.

[0038] 2. Second Embodiment 2-1. Overview When the operation of the clutch pedal is required, the driver's left foot may get tired. The fatigue of the left foot caused by such an operation of the clutch pedal is also a kind of physical fatigue of the driver. The second embodiment proposes a technique that can relieve the fatigue of the left foot caused by the operation of the clutch pedal.

[0039] In the second embodiment, the vehicle 10 assumed is, for example, a manual transmission vehicle (MT vehicle) equipped with a clutch pedal. As another example, the vehicle 10 may be an electric vehicle capable of pseudo-reproducing the manual shifting operation of an MT vehicle (see Patent Document 1). Hereinafter, the case where the vehicle 10 is an electric vehicle capable of pseudo-reproducing the manual shifting operation of an MT vehicle will be considered. The same applies to the case where the vehicle 10 is a normal MT vehicle.

[0040] FIG. 7 is a conceptual diagram for explaining the outline of the second embodiment. The vehicle 10 includes an accelerator pedal 22, a brake pedal 23, a pseudo clutch pedal 28, and a pseudo shift lever 27 (pseudo shift device).

[0041] The pseudo shift lever 27 has a structure that simulates the shift lever provided in an MT vehicle. The arrangement and operating feeling of the pseudo shift lever 27 are equivalent to those of an actual MT vehicle. The pseudo shift lever 27 is provided with positions corresponding to each gear stage such as first gear, second gear, third gear, fourth gear, fifth gear, sixth gear, reverse, and neutral.

[0042] The pseudo clutch pedal 28 has a structure that simulates the clutch pedal provided in an MT vehicle. The arrangement and operating feeling of the pseudo clutch pedal 28 are equivalent to those of an actual MT vehicle. The pseudo clutch pedal 28 is operated when the pseudo shift lever 27 is operated. That is, when the driver wants to change the gear stage setting with the pseudo shift lever 27, the driver depresses the pseudo clutch pedal 28, and when the gear stage setting change is completed, the driver stops depressing and returns the pseudo clutch pedal 28 to its original position.

[0043] The driving mode of the vehicle 10 (electric vehicle) includes a "three-pedal mode" that simulates the manual shifting operation and driving characteristics of an MT vehicle. In the three-pedal mode, the output of the electric motor with respect to the operation of the accelerator pedal 22 is changed according to the operation of the pseudo clutch pedal 28 and the operation of the pseudo shift lever 27. The method for realizing the three-pedal mode in an electric vehicle will be described in detail in Section 6 later.

[0044] In the three-pedal mode, the vehicle control system 100 acquires the physical fatigue level P of the driver by using the sensor 70 mounted on the vehicle 10. For example, the sensor 70 includes a clutch position sensor 72 for detecting the operation (depression amount) of the pseudo clutch pedal 28. The vehicle control system 100 acquires the physical fatigue level P based on at least one of the number of operations and the operation time of the pseudo clutch pedal 28 within a certain period of time. As the number of operations of the pseudo clutch pedal 28 within a certain period of time increases, the physical fatigue level P also increases. Also, as the operation time of the pseudo clutch pedal 28 within a certain period of time increases, the physical fatigue level P also increases. The physical fatigue level P may be calculated based on the product of the number of operations and the operation time of the pseudo clutch pedal 28 within a certain period of time.

[0045] The operating conditions for operating the massage device 80 include at least that the physical fatigue level P of the driver exceeds the first threshold value Pth1. When the operating conditions are satisfied, the vehicle control system 100 (processor 101) operates the massage device 80 installed in the driver's seat DS of the vehicle 10. The massage device 80 includes a seat surface massage device 82 embedded in the seat surface sheet of the driver's seat DS. In particular, the seat surface massage device 82 is provided at a position that hits the calf of the driver's left foot. For example, the seat surface massage device 82 is a roller.

[0046] When the seat surface massage device 82 operates, the fatigue of the left foot caused by the operation of the pseudo clutch pedal 28 is alleviated. As a result, the driver can drive the vehicle 10 more comfortably. In particular, the driver can drive the vehicle 10 comfortably while enjoying the three-pedal mode.

[0047] 2-2. Example of functional configuration and processing example FIG. 8 is a block diagram showing a functional configuration example of a vehicle control system 100 according to a second embodiment. FIG. 9 is a flowchart showing an example of processing by the vehicle control system 100 according to the second embodiment. Descriptions overlapping with those of the above-described first embodiment are appropriately omitted.

[0048] In step S100, the vehicle control system 100 determines whether the driving mode of the vehicle 10 (electric vehicle) is the three-pedal mode. If the driving mode is not the three-pedal mode (step S100; No), the processing in this cycle ends. On the other hand, if the driving mode is the three-pedal mode (step S100; Yes), the processing proceeds to step S110. Note that if the vehicle 10 is a normal MT vehicle, step S100 is omitted.

[0049] In step S110, the fatigue degree acquisition unit 110 acquires sensor detection information indicating the detection result by the sensor 70 mounted on the vehicle 10. When the fatigue degree acquisition unit 110 is included in the management server, the fatigue degree acquisition unit 110 communicates with the vehicle 10 to acquire the sensor detection information. The fatigue degree acquisition unit 110 acquires the physical fatigue degree P of the driver based on the sensor detection information.

[0050] For example, the fatigue degree acquisition unit 110 includes a clutch operation degree acquisition unit 112. The clutch operation degree acquisition unit 112 acquires at least one of the number of operations and the operation time of the pseudo clutch pedal 28 detected by the clutch position sensor 72. At least one of the number of operations and the operation time of the pseudo clutch pedal 28 corresponds to the sensor detection information. The fatigue degree acquisition unit 110 acquires the physical fatigue degree P based on at least one of the number of operations and the operation time of the pseudo clutch pedal 28 in a certain period of time. As the number of operations of the pseudo clutch pedal 28 in a certain period of time increases, the physical fatigue degree P also increases. Also, as the operation time of the pseudo clutch pedal 28 in a certain period of time increases, the physical fatigue degree P also increases. The physical fatigue degree P may be calculated based on the product of the number of operations and the operation time of the pseudo clutch pedal 28 in a certain period of time.

[0051] Steps S120, S130, and S140 are the same as those in the first embodiment. In step S130, the massage device control unit 130 activates the seat surface massage device 82 installed on the seat surface sheet of the driver's seat DS.

[0052] 2-3. Modification FIG. 10 is a block diagram showing a functional configuration example of a vehicle control system 100 according to a modification. In this modification, the predetermined operating conditions further include a third condition in addition to the above-described first condition and second condition. The third condition is that the speed of the vehicle 10 is less than a predetermined speed Vth. The operating condition determination unit 120 includes a vehicle speed determination unit 123 in addition to the above-described fatigue degree determination unit 121 and driver intention confirmation unit 122. The vehicle speed determination unit 123 and step S123 are the same as those in the cases of FIGS. 5 and 6 described above.

[0053] As another modification, the predetermined operating conditions may not include the second condition. In that case, step S122 is omitted.

[0054] 3. Third Embodiment 3-1. Overview FIG. 11 is a conceptual diagram for explaining the overview of the third embodiment. The vehicle 10 assumed in the third embodiment is an electric vehicle that uses an electric motor as a driving power device and includes a pseudo clutch pedal 28 and a pseudo shift device 27. The driving mode of the vehicle 10 (electric vehicle) includes the above-described "three-pedal mode". The three-pedal mode requires the operation of the pseudo clutch pedal 28 and simulates the manual shifting operation and driving characteristics of a MT vehicle based on the operation of the pseudo clutch pedal 28.

[0055] The driving mode of the vehicle 10 (electric vehicle) further includes a "two-pedal mode" that does not require the operation of the pseudo clutch pedal 28. The two-pedal mode includes, for example, an EV mode in which the vehicle 10 is driven as a normal electric vehicle. As another example, the two-pedal mode may include an AT mode that simulates the driving characteristics of an automatic transmission vehicle (AT vehicle). As still another example, the two-pedal mode may include a sequential shift mode that simulates the manual shifting operation and driving characteristics of a sequential shift type MT vehicle. The method for realizing the sequential shift mode in an electric vehicle will be described in detail in Section 6 later.

[0056] During the three-pedal mode, the vehicle control system 100 (processor 101) determines whether a predetermined mode switching condition is satisfied. The predetermined mode switching condition includes at least that the physical fatigue degree P of the driver exceeds a second threshold value Pth2. The second threshold value Pth2 may be the same as the first threshold value Pth1 or different from the first threshold value Pth1. When the predetermined mode switching condition is satisfied during the three-pedal mode, the vehicle control system 100 (processor 101) switches the driving mode from the three-pedal mode that requires the operation of the pseudo clutch pedal 28 to the two-pedal mode that does not require the operation of the pseudo clutch pedal 28. As a result, the driver is released from the operation of the pseudo clutch pedal 28, so the physical fatigue of the driver is alleviated. As a result, the driver can drive the vehicle 10 more comfortably.

[0057] Further, the two-pedal mode may include a sequential shift mode and other modes (at least one of an AT mode and an EV mode). In this case, the vehicle control system 100 may gradually switch the driving mode within the two-pedal mode. For example, when the physical fatigue level P exceeds the second threshold value Pth2, the vehicle control system 100 switches the driving mode from the three-pedal mode to the sequential shift mode. If the physical fatigue level P does not become less than or equal to the second threshold value Pth2 even after a certain time has elapsed since the start of the sequential shift mode, the vehicle control system 100 may switch the driving mode from the sequential shift mode to the AT mode or the EV mode.

[0058] 3-2. Functional Configuration Example and Processing Example FIG. 12 is a block diagram showing a functional configuration example of the vehicle control system 100 according to the third embodiment. The vehicle control system 100 includes, as functional blocks, a fatigue level acquisition unit 110, a mode switching condition determination unit 150, and a mode switching unit 160. These functional blocks may be realized by the cooperation of a processor 101 that executes the vehicle control program 105 and a storage device 102. Some of the functional blocks may be included in a management server that can communicate with the vehicle 10.

[0059] FIG. 13 is a flowchart showing a processing example by the vehicle control system 100 according to the third embodiment. Hereinafter, with reference to FIGS. 12 and 13, a processing example by the vehicle control system 100 will be described.

[0060] In step S100, the vehicle control system 100 determines whether the driving mode of the vehicle 10 (electric vehicle) is the three-pedal mode. If the driving mode is not the three-pedal mode (step S100; No), the processing in this cycle ends. On the other hand, if the driving mode is the three-pedal mode (step S100; Yes), the processing proceeds to step S110.

[0061] In step S110, the fatigue degree acquisition unit 110 acquires sensor detection information indicating the detection result by the sensor 70 mounted on the vehicle 10. When the fatigue degree acquisition unit 110 is included in the management server, the fatigue degree acquisition unit 110 communicates with the vehicle 10 to acquire the sensor detection information. The fatigue degree acquisition unit 110 acquires the physical fatigue degree P of the driver based on the sensor detection information. For example, the fatigue degree acquisition unit 110 includes at least one of the above-described muscle hardness acquisition unit 111 and clutch operation degree acquisition unit 112. The fatigue degree acquisition unit 110 may include both the muscle hardness acquisition unit 111 and the clutch operation degree acquisition unit 112.

[0062] In step S150, the mode switching condition determination unit 150 determines whether a predetermined mode switching condition is satisfied. If the predetermined mode switching condition is not satisfied (step S150; No), the processing in the current cycle ends. On the other hand, if the predetermined mode switching condition is satisfied (step S150; Yes), the processing proceeds to step S160.

[0063] In the examples shown in FIGS. 12 and 13, the predetermined mode switching condition includes a first condition and a second condition. The first condition is that the physical fatigue degree P exceeds the second threshold value Pth2. The second condition is that the driver has approved the switching from the three-pedal mode to the two-pedal mode. In order to determine whether each of the first condition and the second condition is satisfied, the mode switching condition determination unit 150 includes a fatigue degree determination unit 151 and a driver intention confirmation unit 152. At least one of the fatigue degree determination unit 151 and the driver intention confirmation unit 152 may be included in a management server capable of communicating with the vehicle 10.

[0064] In step S151, the fatigue degree determination unit 151 determines whether the physical fatigue degree P exceeds the second threshold value Pth2, that is, whether the first condition is satisfied. If the first condition is not satisfied (step S151; No), the mode switching condition is not satisfied. On the other hand, if the second condition is satisfied (step S151; Yes), the processing proceeds to step S152.

[0065] In step S152, the driver intention confirmation unit 152 determines whether the driver has approved the switching from the three-pedal mode to the two-pedal mode, that is, whether the second condition is satisfied. More specifically, the driver intention confirmation unit 152 inquires of the driver through the output device of the HMI 90 whether it is okay to switch the driving mode from the three-pedal mode to the two-pedal mode. The inquiry message may be displayed on the display, notified from the speaker, or both. In response to the inquiry message, the driver inputs "approval" or "rejection" using the input device of the HMI 90. The driver intention confirmation unit 152 can determine whether the second condition is satisfied based on the input from the driver. If the second condition is not satisfied (step S152; No), the operating condition is not satisfied. On the other hand, if the second condition is satisfied (step S152; Yes), and the operating condition is satisfied (step S150; Yes), the process proceeds to step S160.

[0066] In step S160, the mode switching unit 160 switches the driving mode from the three-pedal mode to the two-pedal mode. When switching the driving mode, the mode switching unit 160 may notify the driver of the switching of the driving mode through the output device of the HMI 90.

[0067] 3-3. Variation The predetermined mode switching condition may not include the second condition. In that case, step S152 is omitted.

[0068] 4. Fourth Embodiment The fourth embodiment is a combination of the above-described second embodiment and third embodiment. FIG. 14 is a block diagram showing a functional configuration example of a vehicle control system 100 according to the fourth embodiment. The vehicle control system 100 includes, as functional blocks, a fatigue degree acquisition unit 110, an operation condition determination unit 120, a massage device control unit 130, an end condition determination unit 140, a mode switching condition determination unit 150, and a mode switching unit 160. The operation condition determination unit 120 and the massage device control unit 130 are the same as those in the above-described second embodiment. The fatigue degree acquisition unit 110, the mode switching condition determination unit 150, and the mode switching unit 160 are the same as those in the above-described third embodiment.

[0069] The operation condition determination unit 120 and the mode switching condition determination unit 150 may operate independently of each other. That is, the vehicle control system 100 may determine in parallel whether the operation condition is satisfied and whether the mode switching condition is satisfied.

[0070] Alternatively, the operation condition determination unit 120 and the mode switching condition determination unit 150 may operate in cooperation. That is, the vehicle control system 100 may determine serially whether the operation condition is satisfied and whether the mode switching condition is satisfied.

[0071] In the example shown in FIG. 15, first, the operation condition determination unit 120 determines whether the operation condition is satisfied. When the operation condition is satisfied (step S120; Yes), the massage device control unit 130 activates the massage device 80 (step S130). Thereafter, the mode switching condition determination unit 150 determines whether the mode switching condition is satisfied. When the mode switching condition is satisfied (step S150; Yes), the mode switching unit 160 switches the driving mode from the three-pedal mode to the two-pedal mode (step S160).

[0072] In the example shown in FIG. 16, first, the mode switching condition determination unit 150 determines whether the mode switching condition is satisfied. When the mode switching condition is satisfied (step S150; Yes), the mode switching unit 160 switches the driving mode from the three-pedal mode to the two-pedal mode (step S160). Thereafter, the operation condition determination unit 120 determines whether the operation condition is satisfied. When the operation condition is satisfied (step S120; Yes), the massage device control unit 130 activates the massage device 80 (step S130).

[0073] 5. Fifth Embodiment Any combination of the first embodiment and any one of the second to fourth embodiments is also possible.

[0074] 6. Details of MT Mode An electric motor used as a driving power device in a general electric vehicle has significantly different torque characteristics from an internal combustion engine that has been used as a driving power device in a conventional vehicle (CV: Conventional Vehicle). Due to the difference in the torque characteristics of the power devices, a CV requires a transmission, while a general electric vehicle generally does not have a transmission. Of course, a general electric vehicle does not have a manual transmission (MT) that switches the gear ratio by the driver's manual operation. For this reason, there is a significant difference in the driving feeling between the operation of a conventional vehicle with an MT (hereinafter referred to as an MT vehicle) and the operation of an electric vehicle.

[0075] On the other hand, an electric motor can relatively easily control torque by controlling the applied voltage and field excitation. Therefore, in an electric motor, by implementing appropriate control, it is possible to obtain desired torque characteristics within the operating range of the electric motor. Taking advantage of this feature, the torque of an electric vehicle can be controlled to simulate the torque characteristics peculiar to an MT vehicle. Also, a pseudo shifter can be provided in the electric vehicle so that the driver can obtain a driving feeling like that of an MT vehicle. By these means, it becomes possible to simulate an MT vehicle in an electric vehicle.

[0076] That is, the electric vehicle controls the output of the electric motor so as to simulate the driving characteristics (torque characteristics) peculiar to MT vehicles. The driver operates the pseudo-shifter to perform a pseudo manual shift operation. In response to the pseudo manual shift operation by the driver, the electric vehicle changes the driving characteristics (torque characteristics) by simulating an MT vehicle. As a result, the driver of the electric vehicle can obtain a feeling as if driving an MT vehicle. Hereinafter, the control mode of the electric motor for simulating the driving characteristics and the manual shift operation of the MT vehicle is referred to as the "manual mode" or the "MT mode".

[0077] Hereinafter, consider the case where the vehicle 10 according to the present disclosure is an electric vehicle 10E having an MT mode. In the MT mode, the electric vehicle 10E may generate a pseudo engine sound according to the driving operation of the driver and output the pseudo engine sound via a speaker. Since not only the driving operation of the MT vehicle but also the engine sound of the MT vehicle are reproduced, the satisfaction of the driver who seeks reality is increased. Hereinafter, a configuration example of the electric vehicle 10E having an MT mode will be described. Examples of the MT mode include a "sequential shift mode" and a "three-pedal mode".

[0078] 6-1. First Configuration Example (Sequential Shift Mode) FIG. 17 is a block diagram showing a first configuration example of the power control system of the electric vehicle 10E. The electric vehicle 10E includes an electric motor 44, a battery 46, and an inverter 42. The electric motor 44 is a power device for traveling. The battery 46 stores electric energy for driving the electric motor 44. That is, the electric vehicle 10E is a battery electric vehicle (BEV) that travels with the electric energy stored in the battery 46. The inverter 42 converts the DC power input from the battery 46 during acceleration into the driving power of the electric motor 44. Further, the inverter 42 converts the regenerative power input from the electric motor 44 during deceleration into DC power and charges the battery 46.

[0079] The electric vehicle 10E is equipped with an accelerator pedal 22 for the driver to input an acceleration request for the electric vehicle 10E. The accelerator pedal 22 is provided with an accelerator position sensor 32 for detecting the accelerator opening.

[0080] The electric vehicle 10E is equipped with a sequential shifter 24. The sequential shifter 24 may be a paddle shifter or a lever-type pseudo shifter.

[0081] The paddle shifter is a dummy different from the original paddle shifter. The paddle shifter has a structure similar to that of the paddle shifter equipped in a clutch pedal-less MT vehicle. The paddle shifter is attached to the steering wheel. The paddle shifter is provided with an upshift switch and a downshift switch for determining the operation position. The upshift switch emits an upshift signal 34u when pulled forward, and the downshift switch emits a downshift signal 34d when pulled forward.

[0082] On the other hand, the lever-type pseudo shifter is also a dummy different from the original shifter, similar to the paddle shifter. The lever-type pseudo shifter has a structure similar to that of the lever shifter equipped in a clutch pedal-less MT vehicle. The lever-type pseudo shifter is configured to output an upshift signal 34u when the shift lever is tilted forward and a downshift signal 34d when the shift lever is tilted backward.

[0083] The wheel 26 of the electric vehicle 10E is provided with a wheel speed sensor 36. The wheel speed sensor 36 is used as a vehicle speed sensor for detecting the vehicle speed of the electric vehicle 10E. In addition, the electric motor 44 is provided with a rotational speed sensor 38 for detecting its rotational speed.

[0084] The electric vehicle 10E is equipped with a control device 50. The control device 50 is typically an electronic control unit (ECU) installed in the electric vehicle 10E. The control device 50 may also be a combination of multiple ECUs. The control device 50 includes an interface, a memory, and a processor. An in-vehicle network is connected to the interface. The memory includes a RAM for temporarily recording data and a ROM for storing programs executable by the processor and various data related to the programs. The program is composed of multiple instructions. The processor reads the program and data from the memory and executes them, and generates a control signal based on the signals acquired from each sensor.

[0085] For example, the control device 50 controls the electric motor 44 by PWM control of the inverter 42. Signals from an accelerator position sensor 32, a sequential shifter 24 (when the sequential shifter 24 is a paddle shifter, an upshift switch and a downshift switch), a wheel speed sensor 36, and a rotational speed sensor 38 are input to the control device 50. The control device 50 processes these signals and calculates a motor torque command value for PWM control of the inverter 42.

[0086] The control device 50 includes an automatic mode (EV mode) and a manual mode (MT mode) as control modes. The automatic mode is a normal control mode for driving the electric vehicle 10E as a general electric vehicle. The automatic mode is programmed to continuously change the output of the electric motor 44 according to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the electric vehicle 10E like an MT vehicle. The manual mode is programmed to change the output characteristics of the electric motor 44 with respect to the operation of the accelerator pedal 22 according to the upshift operation and downshift operation with respect to the sequential shifter 24. This manual mode (MT mode) corresponds to the "sequential shift mode". The automatic mode and the manual mode are switchable.

[0087] The control device 50 includes an automatic mode torque calculation unit 54 and a manual mode torque calculation unit 56. Each of the units 54 and 56 may be an independent ECU, or may be the function of an ECU obtained by executing a program recorded in a memory by a processor.

[0088] The automatic mode torque calculation unit 54 has a function of calculating the motor torque when controlling the electric motor 44 in the automatic mode. A motor torque command map is stored in the automatic mode torque calculation unit 54. The motor torque command map is a map that determines the motor torque from the accelerator opening and the rotational speed of the electric motor 44. Signals from the accelerator position sensor 32 and the rotational speed sensor 38 are input to each parameter of the motor torque command map. Motor torque corresponding to these signals is output from the motor torque command map. Therefore, in the automatic mode, even if the driver operates the sequential shifter 24, the operation is not reflected in the motor torque.

[0089] The manual mode torque calculation unit 56 includes an MT vehicle model. The MT vehicle model is a model for calculating the drive wheel torque that should be obtained by operating the accelerator pedal 22 and the sequential shifter 24 when the electric vehicle 10E is assumed to be an MT vehicle.

[0090] The MT vehicle model included in the manual mode torque calculation unit 56 will be described with reference to FIG. 18. As shown in FIG. 18, the MT vehicle model includes an engine model 561, a clutch model 562, and a transmission model 563. Note that the engine, clutch, and transmission virtually realized by the MT vehicle model are referred to as a virtual engine, a virtual clutch, and a virtual transmission, respectively. The virtual engine is modeled in the engine model 561. The virtual clutch is modeled in the clutch model 562. The virtual transmission is modeled in the transmission model 563.

[0091] The engine model 561 calculates the virtual engine rotational speed Ne and the virtual engine output torque Teout. The virtual engine rotational speed Ne is calculated based on the rotational speed Nw of the wheels, the overall reduction ratio R, and the slip ratio Rslip of the virtual clutch. For example, the virtual engine rotational speed Ne is expressed by the following equation (1). Equation (1): Ne = Nw × R / (1 - Rslip)

[0092] The virtual engine output torque Teout is calculated from the virtual engine rotational speed Ne and the accelerator opening Pap. For the calculation of the virtual engine output torque Teout, as shown in FIG. 18, a map defining the relationship between the accelerator opening Pap, the virtual engine rotational speed Ne, and the virtual engine output torque Teout is used. In this map, the virtual engine output torque Teout with respect to the virtual engine rotational speed Ne is given for each accelerator opening Pap. The torque characteristics shown in FIG. 18 can be set to the characteristics assuming a gasoline engine, or can be set to the characteristics assuming a diesel engine. Also, the characteristics assuming a naturally aspirated engine can be set, or the characteristics assuming a supercharged engine can be set.

[0093] The clutch model 562 calculates the torque transmission gain k. The torque transmission gain k is a gain for calculating the degree of torque transmission of the virtual clutch according to the virtual clutch opening Pc. The virtual clutch opening Pc is normally 0%, and is temporarily opened up to 100% in conjunction with the switching of the virtual gear stage of the virtual transmission. The clutch model 562 has a map as shown in FIG. 18. In this map, the torque transmission gain k is given for the virtual clutch opening Pc. In FIG. 18, Pc0 corresponds to the position where the virtual clutch opening Pc is 0%, and Pc3 corresponds to the position where the virtual clutch opening Pc is 100%. The ranges from Pc0 to Pc1 and from Pc2 to Pc3 are dead zones where the torque transmission gain k does not change with the virtual clutch opening Pc. The clutch model 562 calculates the clutch output torque Tcout using the torque transmission gain k. The clutch output torque Tcout is the torque output from the virtual clutch. For example, the clutch output torque Tcout is given by the product of the virtual engine output torque Teout and the torque transmission gain k (Tcout = Teout × k).

[0094] Also, the clutch model 562 calculates the slip ratio Rslip. The slip ratio Rslip is used in the calculation of the virtual engine rotational speed Ne in the engine model 561. For calculating the slip ratio Rslip, a map in which the slip ratio Rslip is given for the virtual clutch opening Pc can be used, similar to the torque transmission gain k.

[0095] The transmission model 563 calculates the gear ratio (shift ratio) r. The gear ratio r is the gear ratio determined by the virtual gear stage GP in the virtual transmission. Upon receiving an upshift operation of the sequential shifter 24, the virtual gear stage GP is shifted up by one stage. On the other hand, upon receiving a downshift operation of the sequential shifter 24, the virtual gear stage GP is shifted down by one stage. The transmission model 563 has a map as shown in FIG. 18. In this map, the gear ratio r is given to the virtual gear stage GP such that the larger the virtual gear stage GP, the smaller the gear ratio r. The transmission model 563 calculates the transmission output torque Tgout using the gear ratio r obtained from the map and the clutch output torque Tcout. For example, the transmission output torque Tgout is given by the product of the clutch output torque Tcout and the gear ratio r (Tgout = Tcout × r). The transmission output torque Tgout changes discontinuously according to the switching of the gear ratio r. This discontinuous change in the transmission output torque Tgout generates a shift shock and produces the feel of a vehicle equipped with a stepped transmission.

[0096] The MT vehicle model calculates the drive wheel torque Tw using a predetermined reduction ratio rr. The reduction ratio rr is a fixed value determined by the mechanical structure from the virtual transmission to the drive wheels. The value obtained by multiplying the reduction ratio rr by the gear ratio r is the aforementioned overall reduction ratio R. The MT vehicle model calculates the drive wheel torque Tw from the transmission output torque Tgout and the reduction ratio rr. For example, the drive wheel torque Tw is given by the product of the transmission output torque Tgout and the reduction ratio rr (Tw = Tgout × rr).

[0097] The control device 50 converts the drive wheel torque Tw calculated by the MT vehicle model into the required motor torque Tm. The required motor torque Tm is the motor torque necessary to achieve the drive wheel torque Tw calculated by the MT vehicle model. The reduction ratio from the output shaft of the electric motor 44 to the drive wheels is used for the conversion of the drive wheel torque Tw to the required motor torque Tm. Then, the control device 50 controls the inverter 42 according to the required motor torque Tm to control the electric motor 44.

[0098] FIG. 19 is a diagram showing the torque characteristics of the electric motor 44 realized by motor control using the MT vehicle model, compared with the torque characteristics of the electric motor 44 realized by normal motor control as an electric vehicle (EV). According to the motor control using the MT vehicle model, as shown in FIG. 19, torque characteristics (solid line in the figure) that simulate the torque characteristics of the MT vehicle can be realized according to the virtual gear stage set by the sequential shifter 24. In FIG. 19, the number of gear stages is set to 6 stages.

[0099] 4-2. Second Configuration Example (3-Pedal Mode) FIG. 20 is a block diagram showing a second configuration example of the power control system of the electric vehicle 10E according to the present embodiment. Here, only the configuration different from the above-described first configuration example will be described. Specifically, in the second configuration example, the electric vehicle 10E includes a pseudo shift lever (pseudo shift device) 27 and a pseudo clutch pedal 28 instead of the sequential shifter 24 provided in the first configuration example. The pseudo shift lever 27 and the pseudo clutch pedal 28 are merely dummy ones that are different from the original shift lever and clutch pedal.

[0100] The pseudo shift lever 27 has a structure that simulates the shift lever provided in the MT vehicle. The arrangement and operation feeling of the pseudo shift lever 27 are equivalent to those of an actual MT vehicle. The pseudo shift lever 27 is provided with positions corresponding to each gear stage such as first speed, second speed, third speed, fourth speed, fifth speed, sixth speed, reverse, and neutral. The pseudo shift lever 27 is provided with a shift position sensor 27a that detects the gear stage by determining which position the pseudo shift lever 27 is in.

[0101] The pseudo clutch pedal 28 has a structure that mimics the clutch pedal of a MT vehicle. The arrangement and operating feel of the pseudo clutch pedal 28 are equivalent to those of an actual MT vehicle. The pseudo clutch pedal 28 is operated when the pseudo shift lever 27 is operated. That is, when the driver wants to change the gear stage setting with the pseudo shift lever 27, the driver depresses the pseudo clutch pedal 28, and when the gear stage setting change is completed, releases the depression and returns the pseudo clutch pedal 28 to its original position. The pseudo clutch pedal 28 is provided with a clutch position sensor 28a for detecting the depression amount of the pseudo clutch pedal 28.

[0102] Signals from the accelerator position sensor 32, the shift position sensor 27a, the clutch position sensor 28a, the wheel speed sensor 36, and the rotational speed sensor 38 are input to the control device 50. The control device 50 processes these signals and calculates a motor torque command value for PWM control of the inverter 42.

[0103] Similar to the first configuration example described above, the control device 50 includes an automatic mode (EV mode) and a manual mode (MT mode) as control modes. The automatic mode is programmed to continuously change the output of the electric motor 44 according to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the electric vehicle 10E like a MT vehicle. The manual mode is programmed to change the output and output characteristics of the electric motor 44 with respect to the operation of the accelerator pedal 22 according to the operations of the pseudo clutch pedal 28 and the pseudo shift lever (pseudo shift device) 27. This manual mode (MT mode) corresponds to the "three-pedal mode". The automatic mode and the manual mode are switchable.

[0104] The vehicle model equipped with the manual mode torque calculation unit 56 is the same as that shown in Fig. 18. However, the virtual clutch opening Pc is replaced by the depression amount of the pseudo clutch pedal 28 detected by the clutch position sensor 28a. Also, the virtual gear stage GP is determined by the position of the pseudo shift lever 27 detected by the shift position sensor 27a.

Explanation of Signs

[0105] 10…Vehicle, 70…Sensor, 80…Massage device, 90…HMI, 100…Vehicle control system, 110…Fatigue degree acquisition unit, 120…Operating condition determination unit, 130…Massage device control unit, 140…End condition determination unit, 150…Mode switching condition determination unit, 160…Mode switching unit

Claims

1. A vehicle control system for controlling a vehicle, comprising one or more processors, wherein the one or more processors acquire the physical fatigue degree of the driver of the vehicle by using sensors mounted on the vehicle, and when operating conditions including at least that the physical fatigue degree exceeds a first threshold are satisfied, operate massage equipment installed in the driver's seat of the vehicle configured as such vehicle control system.

2. The vehicle control system according to claim 1, wherein the operating conditions further include that the driver has approved the operation of the massage equipment vehicle control system.

3. The vehicle control system according to claim 1, wherein the operating conditions further include that the speed of the vehicle is less than a predetermined speed vehicle control system.

4. The vehicle control system according to claim 1, wherein the sensor includes a muscle hardness meter installed in the driver's seat, and the one or more processors are configured to acquire the physical fatigue degree based on the muscle hardness of the driver detected by the muscle hardness meter vehicle control system.

5. The vehicle control system according to any one of claims 1 to 4, wherein the vehicle is a manual transmission vehicle equipped with a clutch pedal vehicle control system.

6. The vehicle control system according to claim 5, wherein the sensor includes a clutch position sensor for detecting the operation of the clutch pedal, The one or more processors are configured to obtain the physical fatigue degree based on at least one of the number of operations and the operation time of the clutch pedal within a certain period of time Vehicle control system.

7. The vehicle control system according to any one of claims 1 to 4, The vehicle is an electric vehicle that uses an electric motor as a driving power device, and includes a pseudo clutch pedal and a pseudo shift device, The pseudo clutch pedal is operated when the pseudo shift device is operated, The driving mode of the electric vehicle includes a three-pedal mode in which the output of the electric motor with respect to the operation of the accelerator pedal is changed according to the operation of the pseudo clutch pedal and the operation of the pseudo shift device, In the three-pedal mode, the one or more processors are configured to obtain the physical fatigue degree and operate the massage device when the operating condition is satisfied. Vehicle control system.

8. The vehicle control system according to claim 7, The sensor includes a clutch position sensor that detects the operation of the pseudo clutch pedal, The one or more processors are configured to obtain the physical fatigue degree based on at least one of the number of operations and the operation time of the pseudo clutch pedal within a certain period of time. Vehicle control system.

9. The vehicle control system according to claim 7, The massage device includes a seat surface massage device embedded in the seat surface of the driver's seat. Vehicle control system.

10. The vehicle control system according to claim 7, The driving mode of the electric vehicle further includes a two-pedal mode that does not require the operation of the pseudo clutch pedal. The one or more processors are further configured to switch the driving mode from the three-pedal mode to the two-pedal mode when a mode switching condition is satisfied, which at least includes that the physical fatigue degree exceeds a second threshold during the three-pedal mode. Vehicle control system.

11. The vehicle control system according to claim 10, wherein the mode switching condition further includes that the driver has approved the switching from the three-pedal mode to the two-pedal mode. Vehicle control system.

12. The vehicle control system according to claim 10, the one or more processors are configured to determine whether the mode switching condition is satisfied after the operating condition is satisfied and the massage device is operated. Vehicle control system.

13. A vehicle control system for controlling an electric vehicle that uses an electric motor as a driving power device, the electric vehicle is provided with a pseudo clutch pedal and a pseudo shift device, the pseudo clutch pedal is operated when the pseudo shift device is operated, the driving mode of the electric vehicle is a three-pedal mode in which the output of the electric motor with respect to the operation of the accelerator pedal is changed according to the operation of the pseudo clutch pedal and the operation of the pseudo shift device, and a two-pedal mode that does not require the operation of the pseudo clutch pedal and includes the vehicle control system includes one or more processors, the one or more processors obtain the physical fatigue degree of the driver of the electric vehicle by using sensors mounted on the electric vehicle, When a mode switching condition including at least that the physical fatigue degree exceeds a threshold during the three-pedal mode is satisfied, it is configured to switch the driving mode from the three-pedal mode to the two-pedal mode Vehicle control system.

14. The vehicle control system according to claim 13, wherein the mode switching condition further includes that the driver approves the switching from the three-pedal mode to the two-pedal mode Vehicle control system.

15. The vehicle control system according to claim 13 or 14, wherein the sensor includes a clutch position sensor that detects the operation of the pseudo clutch pedal, the one or more processors are configured to obtain the physical fatigue degree based on at least one of the number of operations and the operation time of the pseudo clutch pedal within a certain time Vehicle control system.

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